Steering-gear for self-propelled vehicles.



No. 827,763. PATENTED AUG. '7, 1906. J. H. TAYLOR.

STEERING GEAR FOR SELF PROPELLED VEHICLES.

APPLICATION FILED SEPT. 15.1905.

% wmg m i No. 827,763. PATENTED AUG. '7, 1906. J. H. TAYLOR.

STEERING GEAR FOR SELF PROPELLED VEHICLES.

APPLIOATION FILED SEPT. 15,1905.

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' v I T- JAMES H. TAYLOR, OF PAWTUCKET. RHODE ISLAND, ASSIGNOR, BY DIRECT AN D MESNE ASSIGNMENTS, OF TWO-SIX'IHS TO HENRY J. BAILEY, FIFTEEN ONE-HUNDRED'IHS TO HENRY S. COLE,- AND ONE-SIXTH TO HUGH ISLAND.

J. CARROLL, ALL OF PAVVTUCKET, RHODE Specification of Letters Patenta Patented na 7, 1906.

Application filed September 15, 1906. Serial No. 278,617.

To all whom it may concern."

Be it known that. I, JAMES H. TAYLOR, a subject of the King of Great Britain, and a resident of Pawtucket, in the count of Providence and State of Rhode Island, have invented certain new and useful Improvements in Steering-Gear for Self-Propelled Vehicles, of which the following is a specification.

My invention relates to certain improvements in steeringgear for automobiles or other self-propelled motor-vehicles; and it consists in the novel construction and arrangement of the instrumentalities through which the apparatus or mechanism is adapted to be actuated to change the course or direction of the vehicle all substantially as hereinafter set forth and claimed.

The object of the invention is to provide motor-vehicles with a power-steering gear or steering-engine actuated by fluid under pressure imparted to it, say, by the propelling mechanism, while at the same time the admission of the fluid to the said engine and its exhaustion therefrom is easily and readily eflected and controlled by a manually-operated valve. In a motor-vehicle provided with my improved steering-gear or fluid-pressure steering-gear, as it may be termed, the steering of the vehicle may be performed by the fluidpressure power alone and also by hand independently of or combined with the power at the will of the operator.

By means of the invention the steering is effected -quickl and positively by simply manipulating t e valve-lever to the right or left from the normal or central position, as occasion requires. I would further state that by using a practicall inelastic or noncompressible medium un er pressure in the cylinder, as oil or water, to actuate the piston, &c., the latter become fixed or locked in position for the time being or until the controlling-valve is moved or adjusted to swing the axle and its traction-wheels to another positionthat is to sa the cylinder and ports or passages throug which the fluid circulates, as throughout a cycle, are at all times filled with the .fluid, the latter being in continuous engagement with both sides or faces of the piston. Therefore when the valve and ports are normally closed the piston is at rest and in equilibrium, since the pressure on the opposite sides thereof is the same or uniform.

I am Well aware that fluid-pressure steering-engines for vessels have been devised and used prior to my present invention, said former engines being provided with swinging or rocking valves for controlling the admission of the fluid into the engine and exhausting it therefrom. In some casesthe engines were also provided witn means for shutting off the supply of fluid automatically at the end of each stroke of the piston in either direction.

In my invention the movements of the piston are governed by the controlling-valve, the latter being manually actuated a short angular distance in either direction from the central or closed position corresponding to the desired degree of lateral movement or change in the" course of the vehicle. The valve is also self-closing and arranged to instantly and automatically return to the central position when the operator releases his hold upon the working lever thereof, the result being to maintain the piston stationary in its last-adjusted position until the valve is again opened. This automatic feature of the device is completely operative and effective at any point in the movement or stroke of the piston.

Another and very important advantage secured in automobiles provided with my invention is that it constitutes a safety device in that it prevents the thus-equipped vehicle from skidding, as'it is termed, and the disastrous results usually attending such accidents, or, in other words, it is well known that a rapidly-moving motor-carriage having the usual steering mechanism isliable to suddenly swerve from its normal course in case either of its forward traction-Wheels accidentally encounters an obstruction. The immediate result of this may be to free the steering or hand wheel from the grasp of the chauffeur or operator, or the force thus suddenly imparted to the wheel may temporarily greatly exceed that exerted by the ,operator in his efforts to overcome it in trying to correct such abnormal action,

In the two accom anying sheets of drawings, Figure 1 is a p an. view of the runninggear of an automobile or motorvehicle, showing my improvement combined with the hand steering-gear. Fig. 2 is a vertical central sectional view, enlarged, taken substantially on line 2 2 of Fig. 1, the parts heing-in the normally central position. Fig. 3 is a horizontal sectional view taken on line 3 3 of Fig. 2. Fig. 4 is a horizontal sectional plan view taken on line 4 4 of Fig. 2. Fi 5 is a horizontal sectional view similar to ig. 3, in enlarged scale, showing the positionof the valve when the steering-engine is in action; and Fig. 6 is a corresponding plan view of the valve-controlling lever, &c. Upon releasing the lever the springs and connections instantly and automatically return the several parts to the central or normal position represented in Figs. 3 and 4, the wing or piston, however, remaining stationary in the position shown in Fig. 5 until the valve is again manipulated. a

. I would state that Fig. 1 of the drawings represents or indicates in plan a eneral arrangement of the running-gear an including drivm -gear or mechanisms employed in automob ies or motor-vehicles, the body or tonneau being omitted.

As drawn, A indicates any suitable propelling engine or motor, its power beingcarried rearwardly via transmission-gear system B to revolve the rear'axle C and its tractionwheels w. The forward traction-wheels w are or may be mounted on short axles 'w jointed to swing in a horizontal plane in a well-known manner. Said members are connected so as to move in either direction in unison and are capable of being actuated by a link or rod 2, jointed thereto and leading from the steering-gear proper, about to be described.

In carrying out my invention the steering engine or motor employed for effecting the steerin when power is used is provided with a suita ly chambered and ported casting or cylinder (1, having upper and lower heads or bonnets a (1 respectively. As drawn, the pressure-chamber a. of the cylinder has the form of a sector. It is provided with a suitably-packed fluid-tight movable wing or piston c, secured to or integral with the steering rod or shaft 1;, the latter extending in a vertical direction through said head members and having a hand steering-wheel h secured to its u per end.

The f zirward side of the cylinder member is bored vertically or parallel with the longitudinal axis of shaft 6 to receive-the controllingvalve (1. Said valve is arranged to open and close the two oppositely-disposed ports a a communicating with the valve-chest d and the pressure chamber. Intermediate said ports and adjacent the valve the cylinder is provided with an exhaust port or passage a".

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The valved is suitably packed and seated and has a vertically extending stem (if, to which is secured the operating-lover e. I prefer to arrange said lever so that its handle portion 6 is readily accessible. As drawn, it is located just below the hand steering-wheel h. Said lever has an elongated opening e therein, through which the said pistons shaft or steeringrod 1) freely passes. The said opening permits the maximum angular movement 0 the valve in either direction from the center or normal position. To the lower end of said shaft bis secured an arm 1), its free end being jointed to the diagonal link '2, before referred to. Thus all the angular movements of the steering-shaft are transmitted to the forward or steering axles.

The following is a descri tion of the mechanism represented in the rawings for automatically closin the valve d: A horizontal bracket or mem er f is mounted below said lever e and has the two vertical rods b d passing freely therethrough, collars c maintaining it in position. The bracket has oppositely-disposed arms f having the two arallel bolts or headed rods m adjustab y secured thereto. Collars m are slidably mounted on the rods, the latter carrying helical springs s in continuous engagement with said collars, which in turn normally abut the head portion of the rods. A pair of links I are jointed at o to the lever e and also to the respective collars at m The outer end of each link is slotted, as indicated at 0 (See Fig. 6.) The sprin s when in equilibrium maintain the valveever in the central or normal position, as shown in Fig. 4. Now in swinging the lever a short angular distance in either direction, as in opening the valve, one of the links I will be subjected to tension, thereby compressing the corresponding spring 8, the other link at the same time moving endwise freely on its j oint-pin 'm and slot 0 I (See Fig. 6.) Upon releasing the lever the reaction of the compressed spring instantly swings it back to the central position, thereby automatically closing the valve and ports leading therefrom to the cylinder.

I prefer to provide the mechanism last described with an alarm or signal device, the same being automatically operative whenever the steering-wheel is turned to the central position corresponding, say, to It is usual to provide the steering-wheel h or other analogous member with an indicator or mark so arranged that when it is substantially parallel with or longitudinally of the motor-vehicle the latter, if in action, will then be moving in a straight course. In the drawings herewith the alarm device consists of a bell 11, secured to the top of the valve-stem (i the hammer-arm o belng pivoted in a standard f mounted on an extension f of said bracket f. The outer or opposite end f of the hammer-arm is by means of a light spring 0 in continuous yielding engagement with the under side of the rim of the hand steeringwheel h. The latter has a notch hformed therein, Fig. 2, corresponding with the said central or normal position. Now whenever the said notch of the hand-wheel is non-central the alarm or signal is silent or inoperative but at the instant the wheel is turned so that the notch is brought adjacent or in alinement with the hammer-arm the free end of the latter springs therein, the hammer end at the same time violently striking the bell i. This arrangement is more especially useful and available at night-time or in dark places.

In order to maintain or impart pressure to the oil or fluid employed in the cylinder to actuate the piston c and the steering-rod b, a suitably-located small pumping system may be used, as indicated at D, Fig. 1, wherein n designates a reciprocating short-stroke pump proper actuated by power transmitted by a belt n from the revolving main engine-shaft M. The circulating fluid passes from a small pressureless tank-n via check-valve a, to the pump a, the latter forcing it therefrom, via check-valve n and inlet-pipe n, to the said valve-chest d and from the latter, via one of the then open ports a into the cylinder-chamber a", the valve (1 meanwhile, of course, being open. At the same time the other port a is open to the exhaust-passage a and discharge-pipe n, the latter being in open communication with the exhaust-passage and said tank a Thus it is clear that the .pressure of the fluid upon one side of the piston will swing it the desired angular distance while the valve d is open, the fluid upon the other side at the same time being correspondingly displaced and flowing unobstructedly through the correspondingly-open ports and pipe n back to the 'tank, thus completing the cycle of the fluids movements.

The valve-chest may be provided with a suitable automatic relief-valve 1', as indicated in Fig. 3. In case the fluid is temporarily subjected to an excess pressure the valve opens, the fluid therefrom passing, via open pipe 1", to said tank 12. until the pressure again becomes normal. I may state that whenever thevalve dis closed (see Fig. 3) the action of the propelling mechanism of the moving vehicle causes the fluid to then flow or circulate from the inlet-pipe n, thence through the valve-chest d, relief-valve 1', and its dischargepipe r to the fluidtank; but upon opening the controlling-valve d the fluid then enters the piston-chamber, as before stated.

In a motor-vehicle.provided with my improved steering-gear I prefer whenever its direction is to be changed that the operator first quickly swings 'the valve-lever e to or nearly to its limit, (either to the right or left,

as the case may be,) thus opening wide the corresponding port a When the pressure of the fluid has actuated the wingor piston v and its cooperating parts to swing the forward traction-wheels the desired extent or degree, (limited by adjusting-stops c, if desired,) the operator thenreleases the lev r from his grasp, at which instant the spring s automatically swings the valve back to the central or closed position, thus stopping further movement of the piston until the valve is reopened.

The manual operations used in steering a self-propelled carriage equipped with my improved steering-gear are easily, quickly, and positively performed, while the device itself constitutes means for positively maintaining or looking the parts in any adjusted position within its range of movements.

While I have described my improved steering device as employing water or oil under pressure fhr actuating the piston, I would state that the apparatus is equally well adapted to use steam or other gaseous medium without materially changing its eonstruction and arrangement.- In motor-vehicles or self-propelled launches or motorboats equipped with my invention and employing eit er fluid or steam as the propelling ower the action of the steering mechanism in changing the course or direction of the vehicle or vessel and the means through which the pistons movements are manually controlled are substantially as hereinbefore described.

I claim as my invention and desire to secure by UnitedStates Letters Patent 1. In a steering-gear for self-propelled or motor-vehicles, the combination of a steering-engine operatively connected with the steering-axle of the vehicle, a manually-actuated valve for admitting fluid under ressure to said engine and exhausting it t mmfrom to operate the engine and effect the steering of the vehicle, and means movable in unison with said engine so arranged that the steeringmay be effected by the engine itself and also by manual power independently of or combined with said engine.

2. In a steering-gear of the character described, the combination of a steering-engine o eratively connected with the steering-axle of the vehicle, a manually-actuated valve for admitting fluid under pressure to said engine and exhausting it therefrom to o erate the engine and effect the steering of t 1e vehicle, means for automatically returning said valve to the central or normally closed position upon its being released by the operator, and a hand steering wheel or member positively connected and movable in unison with said engine.

3. In a steering-gear of the character described, the combination with a suitably connected and ported stationary cylinder, a

wing-piston or analogous member movably mounted therein and means operatively connected with the piston for transmitting its movements to the place of use, of a manually-actuated valve for controlling the ad mission of steam or fluid under pressureinto said cylinder to operate the piston and exhausting it therefrom, and a hand steering wheel or member secured to the piston-rod, arranged whereby the steering may be effected by the power alone and also by hand independently of or combined with said power.

4. In a steering-gear of the character described, the combination of a stationary steering-engine cylinder, a piston mounted to oscillate therein, a shaft or rod secured to said piston and extending through the two cylinder-heads, a hand steering-wheel secured to said rod, a steering-axle operatively connected with the latter, a manually-actuated valve for admitting fluid under pressure 'nto the cylinder against the piston and exhausting it therefrom, whereby the steering of the vehicle is eflected through the medium of said fluid, and means, extraneous of manual power, for imparting working pressure to the fluid and conducting the latter to and from the engine.

5. In a steering-gear of the character described, the combination of a stationary steering-engine cylinder, afluid-actuated oscillating'piston and its rod mounted therein and operatively connected with the steeringaxle, means for imparting pressure to said fluid, and a manually-actuated self-closing valve for controlling the flow of the fluid to and from the engine.

6. In a steering-gear of the character described, the combination of a suitably-ported stationary cylinder or casting member, a swinging piston mounted in a ch amber formed therein, a steering-rod secured to or integral with thepiston and operatively zonnected with the steering-axle,- a manually-actuated valve movably mounted in a chest communicatin with'said iston-chamber for controlling't e flow ofu-id-to said piston and exhausting it therefrom, a suitablydriven pumping system for subjecting the fluid to i the proper Working pressure before it enters the istonand valve chambers, and means for (gonducting the fluid to and from said chamers.

-7. -In a-steering-gear of the character described, the combination of a power steeringmotor whose movements are actuated by fluid under pressure, a suitably-connected pumping system for imparting pressure to said fluid by means of power taken from the main propelling-engine, and a self-closing manua ly-actuated valve for controlling the flow of said fluid to and from the steeringmotor.

8. In a steering-gear of the character described, the combination with a suitably-connected steering-motor and a manually-actuated valve for controlling the movements of the motor, of a hand steering wheel or member movable in unison with said motor, and an alarm or signal device arranged to become operative automatically when said steering wheel or member is moved into the central or. normal position.

9. In asteering-gear of the character described, the combination of a suitably-ported cylinder, a piston mounted to vibrate therein, a valve in direct communication with the ports of said cylinder, a piston-rod passing through the cylinder provided-with a hand steering member and operatively connected with the steering-axle, a swin ing hand-lever secured to the stem of said va ve, and springpressed links or members suitably connected with said lever and located contiguous to the piston-rod for automatically returning the lever and valve to the central or normally closed position.

10. In a steering-gear of the character described, the combination of a steering-motor having a verticall -a'rranged steering-shaft, a hand steering-w ieel secured to the upper end of said shaft, a valve through which the motors movements are controlled, and a spring-pressed swinging hand lever for operatmg said valve having an elongated opening therein through which said steering-shaft extends.

11. In a power steeringear for motorvehicles, motor-boats and ot er self-propelled carriers, the combination of a'steering-engine operatively connected with the direct/1onc anging members of such carriers, a manually-actuated valve for controlling the flow of fluid or steam under suitable pressure to operate said engine and exhausting ittherefrom, and means forinstantly and automatically closing said valve at any point inthe engines stroke or movement.

Signed at Providence, 'Rhode Island, this 13th day of September, 1905.

JAMES H. TAYLOR.

Witnesses:

GEO. H. REMINGTON, CHE. INCE.-'

ITO 

